Prussian EP 235
| Prussian EP 235 | |
|---|---|
 EP 235
|
|
| Numbering: | upon delivery: pr. EP 235 |
| Number: | 1 |
| Manufacturer: | mech. LHW el. MOV |
| Year of construction (s): | 1914 |
| Retirement: | 1927 |
| Axis formula : | 2'D1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 14,400 mm |
| Length: | 13,100 mm |
| Total wheelbase: | 11,250 mm |
| Smallest bef. Radius: | 180 m |
| Service mass: | 109.8 t |
| Friction mass: | 66 t |
| Top speed: | 90 km / h |
| Hourly output : | 2200 kW |
| Continuous output : | 1650 kW |
| Starting tractive effort: | 190 kN |
| Performance indicator: | 20 kW / t |
| Driving wheel diameter: | 1250 mm |
| Impeller diameter: | 1000 mm |
| Power system : | 15 kV, 16 2/3 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 1 |
| Drive: | double parallel crank drive |
| Type of speed switch: | 16 steps |
| Brake: | single- release air brake Kbr mZ |
| Locomotive brake: | Block brake, acting on the coupling wheel sets on both sides |
| Train brake: | Air brake |
| Control: | Contactor control |
The EP 235 was an electric locomotive of the Prussian State Railways for the Silesian network . It was the test vehicle for the Prussian EP 236 to EP 246, which was then commissioned . She had not received a number from the Deutsche Reichsbahn .
history
The state railway was looking for a suitable electric locomotive for heavy passenger train service on the Silesian network that was to be electrified . The new locomotive should have 500 t trains in the horizontal with 90 km / h and 400 t express or 360 t passenger trains on gradients of 20 per thousand in the steam locomotive driving time without a leader locomotive . In addition, it should be able to drive through arc radii of 180 m without being forced. Among the existing locomotives, neither the EG 501 nor the ES1 to ES3 were satisfied; both types were too inefficient, and the EG 501 tended to vibrate due to its engine. The ES 9 ff. And EP 202 ff. , Which are currently in development, were, as expected, too weak for operation in Silesia .
Therefore it was first agreed on the execution of seven single-engine single-frame locomotives with the axle arrangement 1'D1 'and seven articulated locomotives analogous to the later EP 209/210 . The calculation of the drafts for the one-piece locomotive made it necessary to arrange an additional running axle in order to evenly distribute the load of the 9-ton main transformer. This resulted in the axle sequence 2'D1 '. The locomotive was also designed with two drive rods on each side and two jackshafts . Experience with the operation of EP 202 ff. Had shown that the version with only one drive rod had two zero crossings per motor revolution, while the two drive rods at an angle of 90 ° had constant power transmission on the motor side. The new locomotive was temporarily completed at the Baltic Exhibition in Malmö .
In mid-1917, the locomotive designated as EP 235 was tested on the Königszelt - Fellhammer section of the Silesian Mountain Railway. Although there were great reservations against using the one-piece locomotive at the beginning, especially because of the curved radii, the test machine exceeded all expectations. The curve run was good and the tire wear remained within acceptable limits. Since the mass balance of the engine was well resolved, the feared shaking vibrations did not occur. Attempts have also been made with the 2'BB1 'axle arrangement, i.e. with the central coupling rod removed. This hardly affected the test results. In addition, the machine's performance overshadowed everything that had previously been used on Silesia’s tracks. The trains previously pulled by the ES 9 ff. And EP 202 ff. With a leader were pulled by the EP 235 alone over the most difficult inclines, and with shorter travel times.
This invalidated all objections to the single-frame construction. The state railway then changed the order again and has now ordered eleven 2'D1 'locomotives, which were to become the future EP 236 - EP 246 . Of the articulated locomotives, only the two most advanced EP 209/210 and EP 211/212 were completed. The test locomotive remained in service in Silesia until 1926 . It ran until 1922 without any major disruptions; all rod bearings were not replaced until December of that year. By then the locomotive had 110,000 km covered. A longer idle time in the Aw Lauban was used to remove the boiler and install an additional air compressor . The existing one did not provide enough air for service in the mountains. For 1923, the monthly mileage was 3300 km indicated. The braking regulations, which had become more stringent in the meantime, caused the locomotive to brake only at the coupling wheels to the disadvantage that it had too few brake hundredths . In 1926 she was to be relocated to Magdeburg - Rothensee . The locomotive probably never arrived in Central Germany , because in March 1927 it was decommissioned and scrapped at Aw Lauban. According to the 1925 redrawing plan, it was to be given the number E 50 35 , which was probably never written on the locomotive.
The locomotive did not have a long service life, but it was the prototype and development vehicle for a whole range of series locomotives ( EP 236 to EP 246 , EP 247 to EP 252 , ES 51 to ES 57 ) until this type of drive was ultimately made superfluous by the single axle drive . The locomotive had the reputation of having the largest rail engine in the world with a diameter of 3.6 meters. Due to its uniqueness, this engine has been able to save itself up to the present day. The Raw Lauban received the order to remove the engine and send it to Leipzig, where it was to be exhibited on the cross platform of the main train station . The engine survived the Second World War and was still in an inaccessible depot of the German Museum of Technology in Berlin in 2006 .
Constructive features
The locomotive was a single frame locomotive with a traction motor and double parallel crank drive . The connecting rods between the motor and the jackshafts on the EP 235 had a length of 2700 mm. The front two running axles were combined in a bogie, this was connected to the first coupling axle by a two-armed lever and forms a Krauss-Lotter frame . The second and third coupled axles were 12 each mm, movably mounted on both sides, the fourth coupling axle was fixedly mounted in the frame, the rear running axle was designed as a Bissel axle with a reset device and had a side play of 55 mm on both sides. The locomotive therefore did not have a fixed wheelbase. The wheel flanges of the second and third coupling axles were new at 13 mm weakened. The locomotive had the single-frame drive, as it was carried out after it in many electric locomotives.
The frame was designed as a three-part plate frame and stiffened with sheet metal struts, buffer planks, cast steel pieces and the blind shaft bracket. In the area of the engine room, the locomotive body was a pure sheet metal construction, and in the area of the driver's cabs and the stems made of sheet metal with wooden cladding. The driver's cabs were arranged at the front as a final driver's cab and at the rear as a staggered driver's cab in front of the front structure, which was reserved as space for the boiler . The roof hood was removable over the traction motor, the steam boiler and the main transformer. The einlösige Knorr - compressed air brake KBr m. Z. only acted on the coupling axles on both sides. A throw lever brake was used as a handbrake on each of the driver's cabs ; they acted on the same brake linkage as the compressed air brake.
For the boiler there was a coal bunker with a capacity of 1.1 m³ and lateral water tanks with 2.4 m³ volume available. An electrically driven fan supplied the required combustion air.
The main transformer was an air-cooled jacket transformer with a capacity of 1600 kVA with separate windings and had 16 taps on the secondary side. A fan set up separately from him supplied the required cooling air. The locomotive also had an auxiliary transformer for the auxiliaries and lighting. The 26-pole traction motor was designed as a single-phase series motor . It had a stand diameter of 3600 mm and a rotor diameter of 2700 mm and was thus the largest rail engine in the world. Even the commutator was 2100 in diameter mm and was 410 mm wide. The rotating brush ring carried 13 brush holder arms with a total of 26 brush holders. There were six carbon brushes per brush holder . The entire engine weighed 24 tons. It was controlled by 16 electropneumatic contactors in 11 continuous speed levels by changing the voltage with subsequent brush adjustment. The driving switch consisting for this purpose of two concentrically arranged handwheels, of which the outer brushes for adjustment, the inner for switching the contactors was in charge of the control roller. The speed change up to the maximum speed of the motor was carried out by means of the brush adjustment. If the speed level was set using the inner handwheel, the outer handwheel for brush adjustment was locked against it. The lock was only released when the highest speed step was reached. To change the direction of travel, which was also carried out in the driver's cab with the outer travel switch wheel, an electropneumatic reverser was initially used, which was later replaced by an electropneumatic contactor group. The power line between the two current collectors were arranged in EP 235 under the roof and lead to the in-chamber high voltage power switch , which was carried out as an oil main switch.
See also
literature
- Dieter Bäzold, Günther Fiebig: Railway vehicle archive Part 4: Electric locomotive archive. 6th edition, Transpress Verlag, Berlin 1987; ISBN 3-344-00173-6 .
- Glanert / Borbe / Richter Reichsbahn electric locomotives in Silesia VGB-Verlag 2015, ISBN 978-3-8375-1509-1 .
Web links
Individual evidence
- ↑ a b c Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 116
- ↑ Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 119
- ↑ Photo of the EP 235 drive motor on turntable online
- ↑ Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 104
- ↑ a b Glanert / Borbe / Richter Reichsbahn-Elloks in Schlesien VGB-Verlag 2015, ISBN 978-3-8375-1509-1 , page 108